Internal-combustion engine



Lb. G O m m nw D.. Mi MM Nl E9. lNi. TIOV TIO OTN s MUD BH -Ml DOF CNSLM A NA Rm E TW NA MWL' WITNESS/1 8 UNITED STA'IEZS QFFICE.

SAMUEL D. MOTT, OF PASSAIC, NEW JERSEY, ASSIGNGR OF ONE-HALF TO .ARTHURB.

SULLIVAN, 0F ALLENEALE, NEVI JERSEY.

INTERNAL-COMBUSTION ENGINE.

speciecauon of Letters Patent.

Patented oct. 12, 1920.

Application le November 19, 1915. Serial No. 62,290.

To all whom t may concern:

Be it known that I, SAMUEL D. Mo'r'r, a citizen of the United States,resident of and whose post-ofce address is 130 Autumn 5 street, in thecity of Passaic, county of Passaic, and State of New Jersey, haveinvented certain new and useful Improvements in Internal-CombustionEngines, of which the following is a description, reference being 10 hadto the drawings forming 'a part hereof.

My invention relates to internal combustion engines, and moreparticularly to general features of construction and combination withmany advantages as will hereinafter appear.

Among the principal objects are to produce a noiseless or silent enginewith respect to the method of exhaust of the products of combustion;also a simple engine by eliminating parts that would usually wear, andin present day engines cause trouble as do various forms of valves,cams, etc.; to effect complete exhaust and secure better scavenging thanis usual; and other objects which will be evident from the followingspecification.

In the accompanying drawings in which I have illustrated a particularembodiment of my invention- Figure I is a vertical section of the engineat the explosion dead center.

Fig. kII a vertical section at a position of the piston half way out onstroke.

Fig. III a vertical section with the piston at the extreme end of theout stroke.

Fig. IV a side elevation.

Fig. V a vertical section in the plane of the crank-shaft, with pistonat the outer end of its stroke.

Fig. VI a section of connecting-rod when the piston is at the head ofthe cylinder.

Fig. VII a section of connecting-rod and piston when at the eXtremeouter end of its stroke.

Fig. VIII is a side elevation and part section of piston andconnecting-rod, on a plane transverse to the crank-shaft.

Fig. IX is a fragmentary section of the connecting-rod head transverseto the axis of the piston-pin.

Fig. X is a section at 10-10 of the connecting-rod.

Fig. XI is a view of the end of crank case as shown in Fig. V.

Fig. XII is a top view of Figs. I, II, III and IV.

Fig. XIII is an elevation and end view of the piston in modified form.

The engine comprises the power'cylinder 1, attached to the differentialcylinder 2, with the crank-case 3 and crank-shaft 4, with crank-pin 5,having the hollow center or port 6 and a valve opening 7 on one sidethereof. i rlChe connecting rod 8 has the central openlng 9 andcrank-pin bearing 10, which may be in any suitable form, and shown assolid for purpose of illustration only; while the connecting-rod head 11has the opening 12 passing through the head, which head is shown solidin some of the figures for the purpose of illustration only. In Figs.VIII and IX the connecting-rod ends are shown with split bearings in theusual for for the purpose of assembling.

The piston 18 has the head 14, with a cen-4 tral opening 15, which is aninlet portfor explosive mixture. Integral with the main piston is ashoulder 16 connecting it with` a differentially larger piston section17 fitting within the supplementary cylinder 2. Into the supplementarycylinder an inlet 18 is located in the side at a point where it will beclosed by the walls of the supplementary piston 17, at a certain pointin the out stroke of the piston.

In Figs. VII, VIII, for purpose ofillustration, only the outer portionof thel piston 13, is shown. In Fig. XIII the side elevation shows thedifferential piston taken out of the engine,` with a restricted portion19 on the larger diameter portion, which provides a means of reducingfriction between this portion of the piston and section 2 of thecylinder, and likewise permits reducing the internal space in thecrank-chamber where compression is produced, as will hereinafter appear,as by varying the thickness or configuration of the internal walls ofthe piston. k

Any suita le ignition plug or other means is indicated at 20, at thehead of the cylinder. Between sections of the cylinder 1 and 2, theopposed anges 21-22, respectively, forming the ends of these parts, areseparated by any suitable spacing means, so as to form the lateralall-around opening 23, to permit the exhaust of gases as indicated bythe arrows in rigs. rrr and x11. This spacing may be effected by meansof sleeves on the connecting-bolts 24, or in any other suitable manner.

In Fig. V, the power cylinder 25 varies from the cylinder 1 in the otherviews, by having projections 26 on an annular extension 27, which serveto keep the power piston head 14 in bearing with the cylinder at allparts of its stroke. The spaces between the projections 26v aHord anuninten' ruptedl annular exhaust port into the annular space 28, formedon the outward stroke by ythedifl'erential piston, while this annularspace .is Aopen to the-ultimate annular exhaust 23 at all times. Thehollow connecting-rod 8 may have a section as shown in F ig. X. Y

It will thus be seen that in the particular form in whichr I haveillustrated'my invention, that the piston 13 is the powerpiston in thecylinder 1.V Explosive mixture 1s supplied to the power cylinder throughthe port 12, and the hollow core 9 ofthe connecting-rod- 8. The mixturereaches the connecting-rod through the crank-chamber formedv by thecylinder 2 and crank-case 8,

by 'means of the inlet pipe 18 which draws its mixture from any suitablecarbureter or other explosive mixture producing apparatus; and when inthe crank-chamber this mixture passes through the hollow core 6 of thecrank-pinY and Vthrough the hole 7 in .the crank-pin, when the crank-pinapproaches and passes the end of the. outer stroke, -as particularlyillustrated in Fig. VII. lVhlle the piston moves outward on its strokeit compresses the mixture in the crank-chamber so that a degree ofcompression there exists when the outer dead center is reached, whichcompression depends upon the relative sizes of the parts, and ispredetermined by the clearance left due to the shape of the piston andcrank-chamber and coperating parts. Owing to this pressure in thecrank-chamber, as. soon as the outer dead center is almost reached., theport 7 registersfwith the hole inthe connecting-rod and the compressedgases will flow through the connecting-rod and through port 12 in thehead and the port 15 in the headof they cylinder, into the explosionchamber, as indicated by arrow in Figs. III and V.

Aftery the explosion has taken place, the outward movement of the pistonwhen approaching the dead center uncovers the lateral annular port 23,as shown in Fig. III, and at or near the 'extreme of the stroke theexhaust takes place. This exhaust arrangementpermits maximum rapidityof'exhaust by affording an outlet radially in all directions, and thisoutlet is relatively free compared with any of the now usual limitedexhaust ports or' pipes involved in currentA practice.

. to the exhaust the In order to preserve a continuous bearing betweenthe cylinder and power piston walls,

a modification, as shown inrFig. V, may be used. In this view a furthermodification has also been illustrated for use'in cases 70 where it isdesired to haveardirect, unobstructed connection to the outer air fromthev cylinder. W hen so constructed the exhaust will pass between theprojections 26, but the exhaust still will be radially in all directionsand will pass into the relatively large annular chamber 28, as well asout of the lateral exhaust 23; Immediately upon passing the outer deadcenter, the piston moving inward, and the ports between projections 26being closed, thefshoulder 16V on the differential piston acts as anannular piston to force the products Aof combustion out of the annularchamber 28.

It will be seen that the inlet of fresh mix* ture is effected in astream in the axis of the piston, while the exhaust has suddenly escapedradially in'all directions from the sides, which arrangement facilitatesto a maximum the quick exhaust of inert gases, and the displacementfilling the cylinder space with freshmixture ready for the next powerstroke. A few degrees after the pass-V ing of the outer dead center, theport 7 will cease to register with'the opening 9 in the 95connecting-rod, thus closing the explosion chamber and power cylinderspace at the same time that the exhaust space is closed by the firstoperation of the return stroke, so that the entire return stroke of thepiston is effective in compressing or further coinpressing the newcharge preparatory to reaching the inner end of the stroke and the nextignition.l In this manner the engine operates on theA two-cycleprinciple, with crank-case compression, butin a manner' whichV incertain forms may eliminate puppet valves, cams, etc., whereas withrespect construction is such as to afford a maximumree, quick exhaustingof the products of combustion'with the attendant advantageV ofelimination of the noise. rl`his rapid exhaust, free so far as possible,may be compared with the' burning of powder 'when not conned, which isfree from 115 detonation, whereas powder confined and ex.- ploded, witha small exit for the increased pressure, produces a loud report.

While in Figs. VIII, IX and X, particular forms of connecting-rod andconnecting-rod bearings have been shown, these may be made in anysuitable manner to meetv the requirements of construction confrontingany designer; and as to other details they are in the main shown inconventional form, with the details of crank-shaft bearings and otherdetails eliminated as such may be made as usual. The piston section 17is shown recessed so as not to interfere with the crankshaft, while atthe same' time extending at 130 other parts of its circumference thedesired distance to close the inlet 18, to eect compression in thecrank-chamber.

As shown in Fig. V, the differential piston on its outward movement,considering particularly high speed, will tend to create a slight vacuumin the annular cylindrical space 2S, or at least will effect a suctionin proximity to the exhaust port, so that upon the opening of theexhaust port the gases are drawn into the annular chamber, therebyincreasing the efficiency of exhaust and aiding in the scavenging of thecylinder. On

' the return stroke these gases will be forced gine.

out of the annular exhaust opening 23.

The same eiect in the varying degree is realized in the form as shown inFigs. I, il and HI. The annular chamber or cylinder space of thedifferential piston forms an exhaust chamber with more or lessrareiication of air at the time the exhaust port opens, and thereby aidsin drawing out the exhaust, or at least minimizing or reducing theresistance to the exhaust, having corresponding efiect as to themuifling and scavenging. This also, as is well known, increases theefiiciency of the engine by reducing or eliminating any back pressure atthe exhaust port and goes further when so designed as to create anactual vacuum or suction, thereby producing a marked increase andeiiiciency for given dimensions of en- Various changes may be made indimensions and arrangement when embodying my invention in any specificdesign or size, and while shown with the explosion chamber at thebottom, this may be reversed or the engine positioned horizontally, orin any other manner desired.

Without confining myself to the particular form herein shown andspecifically described, what claim and desire to secure by LettersPatent is:

1. An internal combustion engine comprising an explosion chamber andexhaust port in the sides of said cylinder uncovered by the pistonsubstantially at the end of the out stroke, said port comprisingsubstantially a continuous annular opening circumferentially encirclingthe base of the cylinder, a piston rod, and an inlet through the pistonand through the piston rod, as and for the purpose described.

2. An internal combustion engine, a power cylinder, a power piston, adifferentially larger section on said piston and a supplementarycylinder fitting said differential portion, an inlet port for mixturecontrolled by said differential section of the piston and a Controlledmixture supply from the crankchamber through the piston to the workingcylinder, a circumferential exhaust port adjacent to the differentiallylarger section of the cylinder.

3. An internal combustion engine, a power cylinder, apower piston, amixture inlet centrally located in said piston, an exhaust comprising asubstantially continuous circumferential port opening directly to thesurrounding air at the base of said power cylinder, `an annular pistoncoperating with said power piston and coperating with avsupplementarycylinder to form an annular space and connections between said outletport and said annular space.

e. An internal combustion engineVV having an inclosed crank chamber, amixture inlet for said crank chamber, a power piston, a

hollow connecting rod having an outlet into the combustion chamber, acrank pin having a'mixture passage opening intothe crank chamber and aport in said crank pin controlling the connection to the hollowconnecting rod and closed and opened by the rotation of the crank.

5. An internal combustion engine, comprising an inclosed crank-chamber,a piston, a projection on and coacting with said piston andcrank-chamber to compress the mixture in the crank-chamber and tocontrol the inlet of the mixture to the chamber, a hollow connectingrod, a port connection between the crank end of the connecting rod andthe crank-chamber and from the other end of the connecting rod to thecombustion-chamber, and parts associated with the crankshaft coactingtherewith, whereby a compressed charge in the crank-chamber is admittedunder pressure to the explosionchamber at a predetermined time near theouter dead-center of the crank.y

6. An internal combustion engine, a power cylinder, a supplementalcylinder, a power piston, a concentrically arranged greatersupplementary piston, rigid connections between the power cylinder andsupplementary cylinder affording spaced relation therebetween to aord asubstantially complete circumferential port at the base of the powercylinder, whereby a radial exhaust is permitted in all directions at theextreme outward stroke of the piston, and a guide member to assureengagement between' the piston and the power cylinder when saidcircumferential port is passed.

7. A muflier or silencer for internal combustion engines, comprising anannular exhaust port uncovered by the power piston on its out stroke andadapted to permit the instantaneous exit of the gases directly to the'surrounding atmosphere and an annular chamber contiguous with saidannular exhaust port and coperating therewith to facilitate the exhaust,substantially as described.

8. A muiiclenor silencer for internal combustion engines, comprising aport in the cylinder with relatively unimpeded connection to thesurrounding atmosphere and a power piston adapted to open said port nearthe end of the power stroke and a differential piston part actuatingadjacent to said port 4for creating a suction in the vicinity of saidexhaust.

9. In an internal combustion engine, an exhaust port at the side of thepower cylin- Y der opened .by the piston itself at the outer throw ofthe pistonpermitting free egress of exhaust gases directly to thesurrounding air and free ingress of air, a chamber in proximity andhaving a connection with said SAMUEL n MoTT. Y

Witnesses:

H. MUGHMORE, HERMANN F. CUNTZ.

